Car-mover



(No Model.)

E.'A. MUNSON. GAR MOVER.

No. 464,379. Patented Dec. 1, 1891.

I 72. J fwwon/ UNITED STATES PATENT OFFICE.

EDIVARD A. MUNSON, OF GRAND RAPIDS, MICHIGAN.

CAR-MOVER.

SPECIFICATION forming part of Letters Patent No. 464,379, dated December1, 1891.

Application filed March 7, 1891- Serial No. 384,094. (No model.)

To all whmn it may concern.-

Be it known that I, EDWARD A. MUNSON, a citizen of the United States ofAmerica, residing at Grand Rapids, in the county of Kent and State ofMichigan, have invented certain new and useful Improvements in Car-Movers, of which the followingis a specification.

My invention relates to devices for moving cars of the class which areadapted to engage the rail, and which are provided with a lever adaptedto be placed between the car-wheel and the rail to move the car, thepart engaging the rail forming a fulcrum for the'lever. Various devicesof this general character have been known, but all have failed to agreater or less extent to meet the requirements of a practical device,and it has been my aim to overcome the difficulties which haveheretofore existed, so as to add to the efficiency of the device withoutincreasing the number of parts, and at the same time provide such anarrangement of the few parts comprising the Prior to my invention it hasbeen suggested to construct a car-mover of a fulcrum-plate adapted toengage the rail, the said plate carrying a lever which is pivotedthereto; but so far as I am aware the gripping parts of thefulcrum-plates of such car-movers have been so located as to besubjected to great wear, needing frequent repairs, and for this reasonserious objection has been made to them.

In the accompanying drawing, A represents the fulcrum-plate which has atapering front part a, which is adapted to rest upon the upper surfaceof the rail to provide a firm bearing, and this part is provided withwings c, which extend down upon each side of the rail to keep thefulcrum plate or shoe in place during operation. Lugs (Z project fromthe upper surface of the shoe, and between these lugs the body of thelever B passes, a pin e passing through the lugs and the lever andserving as a fulcrum. It is necessary to provide means to hold th shoeagainst slipping when power is applied to move the car, and this is doneby extending the shoe downwardly at its rear and forming it into asharpened point or edge I), which is adapted to engage the upper face ofthe rail and prevent any slipping movement. If the point were always inengagement with the rail, it would soon be dull, and in orderto keep,

it clear of the rail, except when in actual use, I make the under faceof the shoe concave, and in the concavity arrange a spring a, one end ofwhich is connected with the shoe and the other end is curved downwardlyto engage the rail, and the action of this spring tends to keep the edgeor point constantly raised from the surface of the rail, except when thetension of the spring is overcome by power applied to the lever. It willthus be seenthat there is absolutely no wear on the point or edge 19,except that which occurs from downward pressure, and that all slidingmovement over the surface of the rail is prevented by the lifting actionof the spring a. I have found in practice that this construction is veryeffective and that the device may be operated for a long time withoutrequiring any repair whatever. What I claim is- In combination, thelever, the shoe formed in one piece with upwardly-projecting ears, saidshoe having at its front end a pair of lateral lugs to embrace the upperpart of the rail, the rear end of said shoe being free from said laterallugs and having abiting-point to engage only the upper face of the rail,and a spring between the front end of the shoe and the biting-point,said spring being free from lateral projections and bearing upon theupper part of the rail only.

In testimony whereof I affix my signature in presence of two witnesses.

EDWVARD A. MUNSON. Witnesses:

E. H. HUNT,

JOHN A. KLIsE.

